Sions



3 Sheets-Sheet 1".

(No Model.)

H.- H. SESSIONS. OAR PLATFORM BUFFER.

Patented Feb'. 4,. 1896.

lulnLlml Ill 51 ANDREW u GRAHAM PMOTO'U HUWASHINGTONDC.

3 sheets sheet 3.

(No Model.)

H. H. SESSIONS.

' GAR PLATFORM BUFFER. No. 554,007. Patented Feb. 4, 1896.

NITED STATES 'ATENT FFICE.

HENRY IIOIVARD SESSIONS, OF CHICAGO, ILLINOIS, ASSIGN OR TO THE PULLMANSPALACE OAR COMPANY, OF SAME PLACE.

CAR-PLATFORM BUFFER SPECIFICATION forming part of Letters Patent No.554,007, dated February 4, 1896.

Application filed July 6, 1891. Serial No. 398,470. (No model.)

To aZZ whom it may concern:

Be it known that I, HENRY HOWARD SES- sIONs, of Chicago, Illinois, havein vented certain new and useful Improvements in Car- Platform Buffers,of which the following is a specification.

My invention relates to car-platform buffers, and has for its object toproperly support the buffer-head while permitting it to oscillate freelyand vary its position angularly with reference to a vertical planepassing longitudinally through the center of the bar.

In my Patent No. 373,098, dated February 15, 1887, I have shown anddescribed means for connecting the buffer-head with the buffer-rod so asto permit such oscillation, said means comprising an equalizing-barpivotally mounted upon or connected with the bufferspring, and twobuffer-rods loosely attached at their inner ends to the respective endsof this equalizing bar, projected forward through suitable guideways inthe end platform timber and pivotally connected to the buffer-head onopposite sides of its middle. This construction is efficient when thecoupled cars are each provided therewith, but some cars are made withplatforms having a central buffer-bar which projects forward and whenthe cars are coupled transmits the shocks or strains to the middle ofthe opposing bufferhead. My previous construction, therefore, is not sowell adapted for use in trains in which the latter-describedconstruction is employed, because the shock of coupling where thecentral buffer-stem isemployed is often sufficient to fracture thebuffer-head, the latter being unsupported at itsmiddle.

The object of my present invention, therefore, is to support thebuffenhead at its middle while at the same time provision is made forallowing the buffer-head to change its position angularly with referenceto a plane passing through the center of the car parallel to its sides.

My invention therefore consists in the combination, with a centralbuffer-spring carryin g an equalizing-bar and two parallel bufferrodspivotally connected at their front ends to the buffer-head, of a centralsupport projected forward by and in line with the spring and preferablywith a slight clearance between its outer end and the rear face of thebuffer-head, but adapted when the car is coupled with another having acentral bufferbar to back up or support the buffer-head at its middle.

I am aware that'it has been proposed to employ a central buffer-barpivotally connected at 'its front end to a buffer-head in combinationwith side buffer-bars also pivotally connected at their front ends tothe buffer-head and at their rear ends to an equalizing-bar. Thisconstruction I avoid, because the connection of the three rods or barsat separated points with the buffer-head greatly restricts the capacityof the buffer-head to oscillate or change its angular position withreference to the axis of movement of the buffer-head and bars.

In the accompanying drawings, Figure 1 is a plan view of the end of onecar and a sectional plan view of the end of an adjoining car coupledthereto, the buffer connection bein g shown in dotted lines. Fig. 2 is asimilar View of a central portion of the platforms, broken away to showthe buffer connection; and Fig. 3 is a side elevation, partly brokenaway.

In the drawings, 5 represents the platform and 6 the end timber thereof.

7 is a buffer-spring which is positioned centrally of the car andcarries thereon the equalizing-bar S, in the ends of which are mountedthe buffer rods 9, which project forward through guides 10 in the endplatform timber and are pivotally connected at their forward ends to thebuffer-head 11, the pivots being marked 12",.

13 representmuppmitin g bar which is seated against spring '7.Thissupporting-bar13 is constructed in two parts, the rear member beingyoke-shaped and the forward member has a stem projected through alongitudinal aperture in the yoke and having a key 14. Bar 13 projectsforward in line with the spring 7 its forward end being preferablyrounded, as seen in Figs. 1 and 2, and in its normal position fallingshort of the buffer-head, so as to permit a slight clearance, as shownin the drawings.

15, Fig. 2, represents a central buffer-bar such as is employed in onestyle of platform now in common use. This figure shows a car providedwith my improved construction coupled to one of said common constructionhaving the central buffer-bar, and this bufferbar, as is seen, impingesupon the middle of the buifer-head, and the latter, ifunsupported,n1ight be broken by the shock of coupling. But with thecentral support therefor flexure of the buffer-bar only would bepermitted, whereupon it could come in contact with said support and bereinforced or backed up there by. The round end of this centralsupporting-bar permits the buifer-head to change its angular positionWith reference to the spring J freely and unobstructedly, which wouldnot i be the case if the central support were pivotl ally connected tothe butfenhead.

